Automatic train-stop.



F. H. MILLER.

AUTOMATIC TRAIN STOP.

APPLICATION FILED APR. 22, 1914.

1,1 ,70.- Patented Feb. 23, 1915.

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FRANCIS MILLER, 01! C'AN'I'ON, OHIO.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Feb. 23, 1915.

Application filed April 22, 1914. Serial No. 833,701.

To all whom it may concern:

Be it known that I, FRANoIs H. MILLER, a citizen of the United States, residing at Canton, in the county of Stark and State of Ohio, have invented new and useful Improvements in Automatic Train-Stops, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to a signal controlled apparatus of this type.

In carrying out the present invention, it is my purpose to provide an automatic train stop which will be found especially useful in conjunction with the road signal system and whereby the flow of steam to the drive cylinders of the locomotive will be cut off and the air brakes of the train applied in the event of the car passing a danger signal.

It is also my purpose to provide an apparatus of the class described which will embody among other' features a signal controlled obstacle and a controlling lever on the car adapted to contact with such obstacle when the latter is rendered active by the signal blade, the obstacle being mounted in such manner as to eliminate shock and jar due to the impact between the controlling lever and the car and the obstacle.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawing; Figure 1 is a diagrammatic view of an automatic train stopping apparatus constructed in accordance with my present invention. Fig. 2 is a similar view showing the car carried imechanism on an enlarged scale. Fig. 3 is a view in elevation of the signal controlled obstacle.

Referring now to the accompanying drawing in detail, 1 designates the engineers brake valve handle on a locomotive, while 2 l indicates the throttle lever.

3 designates a cylinder in which is mounted a piston 1 capable of sliding movement and having a piston rod 5 extending outlwardly of one end of the cylinder and consource of supply, as the main air reservoir of the air brake system and located in the pipe 8 is a valve .9. Connected with the stem of the valve 9 and extending outwardly of one side of'the cab of the locomotive is a horizontal lever 10 adapted when actuated in one direction to open the valve 9 whereby communication between the cylinder 3 and the source of fluid supply is established so that the piston 4 will be actuated within the cylinder to manipulate the engineers brake valve and the lever of the throttle valve whereby the brakes will be applied and the flow of steam to the drive cylinders of the engine out off.

My improved train stopping apparatus is especially adapted for use in conjunction with the usual block signaling system of the railway and the means for actuating the lever 10 automatically to open the valve 9 comprises an arm 11 hinged to the standard of each semaphore and extending outwardly therefrom and having the outer end thereof equipped with a socket bearing 12 alining with a similar bearing 13 carried by the signal blade on the upper end of the standard. Seated within the bearings 12 and 13 and capable of universal movement therein are balls 14; connected with the opposite ends of a vertical rod 15. The central portion of the rod 15 is bent crank fashion as at 17 and adapted to be projected into the path of the outer end of the lever 10. When the signal blade is in clear position the crank portion 17 of the rod 15 is lowered and out of the path of movement of the lever 10. On the other hand, when the signal blade is at danger position the crank portion is disposed in the path of'movement of the lever 10. Should the signal be in danger position and a car attempt to pass the same the lever 10 will contact with the crank portion 17 of the rod 15 thereby opening the valve 9 to establish communication between the source of supply and the cylinder 3. In the initial contact between the lever 10 and the crank portion 17 of the-rod 15 the latter rotates within the bearings 13 and 14 against the action of the spring 16 thereby eliminating shock and vibration of the parts and permitting the air to flow into the cylinder 3 gradually. In the continued movement of the car the lever 10 disengages the crank portion 17 of the rod 15 and the latter is restored to normal position under the action of the spring 16.

I claim: a

1. In a track obstacle, the combination with a semaphore, of an arm hingedly connected at one end to the standard of the semaphore below the signal blade, a vertical rod, and universal joints connecting the upper and lower ends of said rod with the bottom edge of the signal blade and the upper surface of said arm respectively whereby the rod may be moved from inactive to active position and vice versa in the movement of the signal blade.

2. In a track obstacle, the combination with a semaphore, of an arm hingedly connected at one end to the standard of the semaphore below the signal blade, a vertical rod, universal joints connecting the upper and lower ends of said rod with the bottom edge of the signal blade and the upper surrod may be moved from inactive to active position and vice versa in the movement of the signal blade, said rod having the central portion thereof formed to provide'a crank, and a coiled expansion spring encircling said rod and having one end fastened thereto and the opposite end secured to one of said universal joints substantially as and for the purpose described.

in testimony whereof I aifix my signature 30 in presence of two witnesses.

FRANCIS H. MILLER.

Witnesses:

VIRGIL R. KOONTZ, RAPHAEL MILLER.

Copies of'this patent. may be obtained forfive cents each, by addressing the Commissioner of Eatents,

Washington, D. C. 

